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- M; L. E. DUVAL'. REGULATOR AIR BRAKES. No. 510,870. Patented Dec. 12, 1893.

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6 Sheds-Sheet 2. M. L. E. DUVAL. REGULATOR FOR AIR BRAKES.

No. 510,870. Patented Dec. 12; 1893.

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M. L. E. DUVAL.

REGULATOR FOR AIR BRAKES.

N0.'510,870. Patented Dec. 12,1893.

6 Sheets-Sheet 4.

(NoModL) A I I M. L. E. .DUVAL.

' REGULATOR FOR AIR BRAKES.

No. 510,870. 'Paten'ted'Dec. 12, 1893.

(No Model.)

6 SheetsSheet 5. M. LVE DUVAL. REGULATOR FOR AIR BRAKES.

PatentedDeo. 12,1893

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M. L. E. DUVAL. A REGULATOR FOR AIR BRAKES.

Patented Dec. 12

UNITED STATES PATENT Orrrcn.

MARTIN LEONARD EDMOND DUVAL, OF PARIS, FRANCE, ASSIGNOR TO THE FIVES LILLE COMPANY, OF SAME PLACE.

REGULATOR FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 510,870, dated December 12, 1893. Application filed February 25,1893. Serial No. 463,734- (No model.) Patented in France May 13, 1822,1l'o. 215,409.

To aZZ whom it may concern.-

Be it known that I, MARTIN LEONARD ED- MOND DUvAL, of Paris, France, have invented certain new and useful Improvements in Regulators for Air-Brakes, which have been patented in France by addition of May 13, 1892, to Letters Patent No. 215,409, dated August 8, 1891, and which are fully described in the following specification.

The present invention relates to improvements in regulators for air-brakes, usually located between the train-pipe and the distributer or triple-valve whereby the simultaneous operation of all the brakes of a train is insured. These regulators usually have two chambers connected by a passage of variable sectional area, one chamber communicating with the distribnter or triple-valve and the other with the train-pipe, connections being provided whereby the sectional area of said passage may be regulated, so that upon the reduction of the pressure in the train-pipe caused by the engineer operating the manipulating cook the said sectional area will be increased in proportion to the distance between the regulator (or its connection with the train pipe) and the manipulating cock.

In Letters-Patent No. 486,703, granted November 22, 1892, I have indicated two arrangements for varying the section of the air passage from one chamber of the regulator to the other. In one of the arrangements the partial closing of the orifice is obtained by means of a rod having a groove of varying sectional area, placed opposite a slide valve and connected to a diaphragm or piston, the two chambers being in that case in commu nication by means of passages through the rod itself. In the second arrangement the partial closing is produced by means of a cylindrical rod of small diameter, having also a groove of varying sectional area and moving with slight friction in an aperture which acts as a guide, the communication being effected by means of an outside pipe, or by interior lateral conduits.

The present invention has for its object, first, a new arrangement, which like the previous ones allows of simultaneous action in the application of the brakes, but of a more simple character; second, the application of valve of the Wenger apparatus.

the regulator to a distributor or triple valve of the Wenger or similar air-brake systems.

The accompanying drawings represent the new arrangement as applied to the Wenger brake.

Figure 1 is a vertical section of the regulator. Figs. 2 and 3 are enlarged sections illustrating in detail the slide and parts of the central rod, Fig. 3, being a section on line AB (Fig. 2). Fig. 4, isasection of aWenger distributor, having my regulator applied. Figs. 4 and 4 are details of the admission Figs. 5 and 6 are cross-sections of the same distributor, on lines K L and E F respectively. Figs. 7 and 8 are vertical sections of the controlling cock, on lines U V and X Y respectively, of Fig. 10. Fig. 9, is a horizontal section of the same on line HI (Fig. 7). Fig. 10 is a horizontal section through the controlling cock, and passages leading thereto. Figs. 11 and 12 illustrate the general arrangement of the braking apparatus.

In many brake-appliances in use, the communication between the distributer of each brake apparatus and the main conduit is offected by a pipe or orifice of uniform section, and for this reason the brakes nearest the engine come into action before those at a greater distance. This difiiculty may be overcome or diminished by automatically retarding the action of the appliances nearest the engine by a partial closing of the orifice or pipe leading to the distributor or triple-valve, and on the other hand, advancing the action of those more remote by giving said orifices an initial section relatively large. On this principle is based the operation of the system explained in my patent above mentioned, and which is designed to maintain the supply of air practically constant, whatever he thevariation of pressure during the operation between the air of the distributor and that of the main conduit. The invention described 5 in said patent consists in a device interposed between the main conduit and the distributor, which automatically adjusts the size of the orifice through which the air passes to and from the same, in such manner that the size too of the orifice or passage is diminished in inverse ratio to the degree of fluctuation of pressure. Thus in the brakes most remote from the engine, where the change of pressuse in setting or releasing the brakes is minimum, the size of the passage or orifice is the greatest, thus compensating for the diminu tion of the change of pressure. The passage or orifice is formed in part by a movable piece, whose position with respect to the fixed piece forming the other part of the orifice is regulated by an actuating devicesuch as a flexible diaphragm or pistonmoved in one direction or the other by variations in pressure on the opposite sides thereof. This principle may obviously be embodied in many different forms of construction,one form being described in my Patent No. 486,703, hereinbefore referred to.

The new arrangement represented in the drawings differs from those described in my prior patent principally in the substitution for the groove in rod 1' of a series of aper tures m in the stationary valve K. These apertures are of different diameters, the largest being in the middle (Fig. 2). The communication between the upper chamber 0 and lower chamber D is by a passage '21. in the body of the rod I, the air reaching chamber D from the train-pipe by a passage a (Fig.1), as in my former patent. In the normal position corresponding to equilibrium of pressure between the chambers O, D the communication from one chamber to the other is established by the total sectional area of all the apertures; whereas the lowering or lifting of the central rod 1' which occurs during the operation of the brakes, effects a reduction of the sectional area of the passage by closing more or less the apertures 172 according to the extentof movement of the rod. It will be readily understood that in this way the same resultsviz: retarding the action of the brake-appliances nearest the engine by a partial closing of the orifice or pipe leading to the distributer or triple-valve, and on the other hand advancing the action of those more remote by giving said orifices an initial section relatively large-are produced as with the groove of varying cross section. The apertures might all have the same diameter, but better results are obtained by making them of diiferent diameters, as shown in Fig. 2 so as to obtain greater variation of section of the apertures without increasing too much the course of movement of the rod. Fig. 1 shows also a particular arrangement of the diaphragm B. This diaphragm is fiat when in its normal position, being held between two disks Sand T, which support it when, in consequence of a sudden fall of pressure in the train pipe, it must stand for a time the whole pressure of the air acting on the upper chamber 0 of the regulator. In the central portion the diaphragm is clamped between these two disks, but toward the edges of the disks it is cut away forming narrow spaces between it and the diaphragm, to facilitate the movement of the latter.

Figs. 4, 6, 8, 9, 10, 11 and 12 illustrate the application of the regulator to the Wenger air-brake, and to a special type of controlling cock, as will be explained hereinafter. In this application the regulator dififers from that above described in details of slight importance. It is however to be noted that the regulator being an integral part of the distributor, or triple valve the piping between the two parts of the apparatus is dispensed with and the upper chamber 0 of the regulator is in direct communication with chamber 0' of the distributor. The piston with its packing commonly used in the Wenger system is replaced by a diaphragm R (Fig. 4) avoiding friction and giving greater sensibility to the apparatus, and avoiding the necessity of lubrication. The controlling cock P (Figs. 6, 7, 8 and 10) is placed at the junction of a passage 5 leading from the chamber 0', a passage 6 (Fig. 10) leading from the lower chamberD of the regulator, and a passage 7 leading from the train pipe 8 (Fig. 11). The cock has a triple action. First, by putting the key 19 of the cock in position No. 2 (Figs. 6 and 10) the brakecyliuder is cut off entirely from the trainpipe thereby throwing the brake-cylinder out of operative connection. Second, when placed in position No. 3 it establishes communication between the lower chamber D of the regulator, and the trainpipe, and in that case the regulator operates to control the area of the communicating passage between the chamber 1) and chamber 0' as hereinbefore fully described to vary the sectional area of the communicating passage from the trainpipe to the distributeror tripe-valve in proportion to the fall of pressure in the train-pipe at the point of communication. Third, the cock being placed in position No.1, allows the simultaneous connection of chambers C and D with the train pipe. This third arrangement is utilized only when the trains are composed of a small number of vehicles, and it is not desired to control the operation of the brakes by the regulator, as for example passenger trains. It admits of quick action because the two chambers having two communicating passages, the distributing slide is more promptly opened to give admission of air to the brake-cylinder.

I will now describe the operation of the regulator in combination with a distributor or triple-valve of the \Venger type, reference being made particularly to Figs. 4, 4, 4 and 5. The air from the main conduit arrives by passage 6 into the lower part of the distributer and passes through orifices a, apertures m, finally entering upper chamber through orifice e, valve f and channels g and h. In the normal condition of the brake apparatus the air from the main conduit or train pipe fills all the chambers of the distributor and the auxiliary reservoir, the air passing to the latter through the passage marked To the auxiliary reservoir Fig. 4. Each brake* apparatus is thus supplied with air at the same pressure as the air in the train pipe, the parts of each apparatus assuming the positions shown in Fig. 4. Under these conditions to apply the brakes, a certain quantity of air in the general conduit or train-pipe is allowed to escape in the usual manner, the depression is transmitted to chamber G through the variable apertures m of the regulator, and the upper diaphragm R falls, producing the compression of spring m, and carrying with it the air-admission valve n which opens the orifice 0' admitting air to the brakecylinder through the passage marked To brake cylinder, and causing the application of the brakes in the well known manner. The admission valve then occupies the position shown in Fig. 4. The passage of air from the auxiliary reservoir through openings 0*" in disk 'r and orifice 0' causes the diminution of pressure in the reservoir and the maintaining spring m reacts, causing the diaphragm torise, and consequently the admission valve also, until the moment when the collar q meets washer r" which is held down air in, the train pipe resumes its normal pressure and the additional pressure under diaphragm R lifts central rod and valve 7" compressing spring s, to its primitive condition, shifting the admission valve to the position shown in Fig. 4 allowing air in the brake cylinder to escape through orifices o 25' thereby releasing the pressure on the brakes. It will be understood that the force or quickness of application of the brakes depends on the depression in the train-pipe. It is hardly necessary to state that during the action of the brakes, valve f is kept closed by slight difference of pressure between chamber C and the reservoir, and that all communication is cut off between train pipe and air reservoir. As soon as the release takes place the air in the general conduit goes, to the auxiliary reservoir to replace thatexpended during the preceding operation, by passing as we have said before, through orifices a m, e, valve f, passages g and it.

Great utility of action can be realized on short trains-because the fall of pressure in a short train pipe is practically simultaneous from end to end thereof. By the peculiar arrangement of the controlling cook, the brakeaction may be efiected as rapidly as desirable for short trains, and be moderated for long trains, so as to obtain simultaneous action upon all the vehicles. The extreme position of the key p is regulated by means of a pin 2 acting against suitably placed stops on the casing of the cock. I

Figs. 11 and 12 show the general arrangement of a brake-cylinder with distributer and regulator connected with a train pipe.

What I claim as my invention is- 1. The combination with the distributer and train-pipe of the automatic regulator comprising two communicating chambers, and means for automatically varying the area of the communicating passage, as the pressure in the train-pipe fluctuates and a three-way cock, acting in one position to cut 0% the distributer and regulator, in another to connect one chamber of the regulator with the train-pipe, and in another to connect both chambers directly with the train pipe, as and for the purpose set forth. 

